Two-stroke engine



- July 25, -1939. F. GlR

TWO-STROKE ENGINE Filed Oct. 16, 1957 2 Sheets-Sheet 1 Ju y 25, 1939. F. GIRO 2,167,402

' TWO-STROKE ENGINE Filed Oct. 16, 1937 2 Sheets-Sheet 2 1. 6921) gyw 'jfjg Patented July 25, 1939 ZitZiiiZ PATENT orrlcs TWO-STROKE ENGINE Francisco Giro, Buenos hires, Argentina Application October 16, 1937, Serial No. 169,485 In Argentina November 23, 1936 1 Claim. This invention relates to a two-stroke internal combustion engine fed with heavy hydrocarbons,

in which all kinds of valves, springs, gears, cams, etc. have been entirely omitted. The engine is of a V-construction having a double pair of cylinde one pair being motor cylinders and the other pair air-compressing cylinders. The cylinders are cross-connected with the head of the front compressor connected to the port of the rear motor cylinder, and the head of the rear compressor connected to the port of the front motor cylinder.

This arrangement provides for the constructlon of a remarkably silent and simple engine free from wear or working troubles, without compression losses, having an absolutely complete exhaust and a provision of pure air in each charge, with perfect atomization and combustion. The engine also has an increased life and yield, while at the same time its cost is lower than that of the engines used heretofore.

The inclination or displacement angle of the V-arrangement of the cylinders varies between 35 and 45, the higher the number of revolu- 26 tions of the engine, the smaller will be the angle.

The engine may have any number of motor and compressor cylinders, provided the number is a 'multiple of four, as they operate in groups of four, with two motor cylinders and two compressor cylinders cross-connected.

In order that the invention may be more clearly understood and readily carried into practice, the same is illustrated by way of example in the accompanying drawings, wherein:

Figure 1 is a sectional view showing the front motor cylinder and its corresponding rear compressor cylinder, just before the combustion, and the compressor cylinder at the time of admission.

Figure 2 is a section similar to Figure 1, illustrating the position of the pistons atthe moment of the exhaust and cleaning with pure air of the motor cylinder and the compressor cylinder at the maximum compression when the uncovering of the port of admission to the motor is initiated.

Figure 3 is a top plan view of the motor.

The same reference characters indicate like or corresponding parts or elements throughout the drawings.

As may be seen in the drawings, the unit is constituted by the motor cylinders I, and the compressor cylinders 2, provided respectively with pistons 3 and 4, having connecting rods 5 and 6 connected with the crank shaft I. In the drawings the connecting rod 5 is associated with the piston 3 and the connecting rod 6 with the piston 4, shown on a back plane. The connecting rods 8 and 9 associated respectively with the rear piston and the other compression piston are shown broken away.

The motor cylinders l are provided with ex- 5 haust ports I0, which have been provided with a multiple gas collector II and the usual exhaust pipe II. The cylinders also carry the ports I3 for the admission of air from the compressor arranged slightly lower than the former ones and 10 connected to the respective compressor by means of the conduit I4.

The compressor cylinders 2 are provided with ports l5, connected to the admission manifold It with its filter and purifier n. 15

Once operation has been started, the piston 3 will descend from the position shown in Figure 1 and the piston I will rise, the former effecting the work and the latter compressing the air.

The piston 3 will uncover the port III as shown 20 in Fig. 2 and the combustion gases will escape. An instant later the piston 3 will uncover the port I3 allowing the admission of pure air so as to clean the cylinder and providing the same with fresh air. Following its course and returning, 25 the piston 3 will rise and the piston 4 will descend. The piston 3 will close the admission port I3 and exhaust opening III and the piston 4 will produce a relative vacuum in the conduit I4 and chamber thereof, until the piston 4 opens the ports 30 I5. When the piston 3 reaches the top of its stroke fuel is injected at I8 producing the combustion. When the piston l uncovers the port I5, a charge of pure air is received in the cylinder 2 whereafter the cycles are repeated. No counterpressure of the cylinder will be produced on the piston l and there will be no passage of burnt products towards the cylinder 2 since the'exhaust port I0 is uncovered before the admission ports 40 I3, and thus there will be no pressure in the cylinder I, while in the cylinder 2 there will be a maximum pressure.

It will be understood that the invention is capable of modifications in construction and de- 45 tails without departing from the spirit of the inventipn as clearly set forth in the following claim.

I claim:

In a two-stroke V-type engine, a pair of closed end motor cylinders, a pair of compressor cylin- 50 ders arranged at an angle with respect to the motor cylinders, the intermediate portion of said motor cylinders having exhaust and air admission ports arranged in the wall thereof, a piston arranged for reciprocation in each of said cylin- 55 ders, a conduit extending from the air admission port of each motor cylinder to one of the compressor cylinders to provide open communication with the tops thereof, the exhaust ports of said motor cylinders being arranged nearer the top of each motor cylinderthan the admission ports thereof, and the intermediate wall portion. of said compressor cylinders having air admission ports and means for moving the piston of each com- 10 pressor cylinder upwardly while the piston of the motor cylinder connected to the compressor moves downward whereby the exhaust ports of the motor cylinders are opened before the admission ports thereof so as to prevent back pressure in the conduits and permit the compressed air to thereafter sweep the motor cylinders, and

means arranged in the closed ends of the motor cylinders for injecting fuel into each motor cylinder.

FRANCISCO QIRO. 

